JP2001032863A - Control device of starting clutch on idle driving stop vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent generation of a shock as hydraulic pressure PSC of a starting clutch overshoots more than creeping pressure as hydraulic pressure of a hydraulic circuit rises at the time of starting from an engine stopping state. SOLUTION: A hydraulic command value PSCCMD against a linear solenoid valve to control starting clutch pressure PSC is made lower than creeping pressure down to a point of time to discriminate rising of hydraulic pressure of a hydraulic circuit (point of time to make F2=1), it is made higher than the creeping pressure within a specified period of time (period of time of YTM3- YTM3B1) after rising of the hydraulic pressure is discriminated, and thereafter, it is made to be the creeping pressure.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a starting clutch control device comprising a hydraulic clutch provided in a transmission of an idle stopped vehicle which automatically stops an engine under predetermined conditions when the vehicle stops.

[0002]

2. Description of the Related Art Heretofore, there has been known a system in which the hydraulic pressure of a starting clutch is controlled by a linear solenoid valve provided in a hydraulic circuit using a hydraulic pump driven by an engine as a hydraulic source.
Then, in a normal vehicle that continues the idle operation of the engine when the vehicle is stopped, a command signal is sent to the linear solenoid valve such that the hydraulic pressure of the starting clutch (starting clutch pressure) becomes a creep pressure that causes the vehicle to creep when starting. After the vehicle starts moving, the starting clutch pressure is increased to the hydraulic pressure during normal running.

[0003]

In an idle stopped vehicle, when the engine stops when the vehicle is stopped, the hydraulic pressure in the hydraulic circuit is lost, and when starting from this state, a command signal for raising the starting clutch pressure is sent to the linear solenoid valve. When the linear solenoid valve is fully opened and the hydraulic pressure of the hydraulic circuit rises when the hydraulic pump is driven by starting the engine, the starting clutch pressure overshoots to a value exceeding the command value. Therefore, when the command value of the starting clutch pressure is the creep pressure, the starting clutch pressure exceeds the creep pressure, the starting clutch is suddenly engaged, and a shock occurs.

SUMMARY OF THE INVENTION In view of the above, an object of the present invention is to provide a starting clutch control device for an idle stopped vehicle which can start from an engine stopped state smoothly and with good responsiveness. And

[0005]

Means for Solving the Problems In order to solve the above problems,
The present invention relates to a starting clutch control device including a hydraulic clutch provided in a transmission of an idle-stop vehicle that automatically stops the engine under predetermined conditions when the vehicle stops, and a hydraulic pump driven by the engine. In a system in which the hydraulic pressure of a starting clutch is controlled by a linear solenoid valve provided in a hydraulic circuit serving as a hydraulic pressure source, when starting from an engine stopped state, the starting to be controlled by the linear solenoid valve until the hydraulic pressure of the hydraulic circuit rises First hydraulic pressure command means for setting the command value of the hydraulic pressure of the clutch to a predetermined initial pressure lower than the creep pressure causing creep of the vehicle; and, after the hydraulic pressure of the hydraulic circuit has risen, the hydraulic pressure of the starting clutch becomes the creep pressure. A second hydraulic command means for setting the command value to a predetermined invalid stroke filling pressure higher than the creep pressure for a predetermined period until the pressure increases to , After a lapse of the predetermined period, and a, a third hydraulic pressure command means for the command value to the creeping pressure.

According to the present invention, the hydraulic command value at the time of starting is an initial pressure lower than the creep pressure. Therefore, there is no residual pressure in the hydraulic circuit, the linear solenoid valve is fully opened, and the hydraulic pressure of the hydraulic circuit rises. Even if the starting clutch hydraulic pressure (starting clutch pressure) overshoots the command value at this time, the starting clutch pressure becomes about the creep pressure and no shock occurs.

By the way, it is conceivable to switch the hydraulic pressure command value to the creep pressure when the hydraulic pressure of the hydraulic circuit rises. However, in this case, it takes time to reduce the ineffective stroke of the starting clutch, and the starting clutch pressure is increased. And the start time lag increases.

On the other hand, according to the present invention, when the hydraulic pressure of the hydraulic circuit rises, the hydraulic pressure command value is switched to the invalid stroke filling pressure higher than the creep pressure, so that the invalid stroke of the starting clutch is reduced in a short time. By switching the hydraulic pressure command value to the creep pressure, the starting clutch pressure is quickly increased to the creep pressure without overshooting. Thus, starting from the engine stopped state can be performed smoothly and with good responsiveness.

By the way, it is also possible to provide a hydraulic pressure sensor for detecting the hydraulic pressure of the hydraulic circuit, and to switch the hydraulic pressure command value from the initial pressure to the invalid stroke filling pressure when the hydraulic pressure sensor detects a rise in the hydraulic pressure of the hydraulic circuit. , Which increases costs.

Here, when the hydraulic pressure of the hydraulic circuit rises while the linear solenoid valve is fully open, the linear solenoid valve returns to the closing side, and at this time, a back electromotive force is generated in the solenoid of the linear solenoid valve. Therefore, by providing a means for determining the rise of the hydraulic pressure of the hydraulic circuit based on the back electromotive force generated in the solenoid of the linear solenoid valve (first hydraulic rise determination means), an increase in cost can be avoided. In this case, if the hydraulic pressure fluctuates even a little, back electromotive force is generated, and there is a possibility that erroneous determination is made. Therefore, it is desirable to provide a prohibition unit that prohibits the determination by the first hydraulic pressure rise determination unit until the engine rotation speed rises to a certain value (first predetermined speed).

When there is residual pressure in the hydraulic circuit immediately after the engine is stopped, the linear solenoid valve does not fully open, and the rise of the hydraulic pressure in the hydraulic circuit is determined by the back electromotive force generated in the solenoid of the linear solenoid valve. Becomes difficult. Here, when the engine rotation speed exceeds a certain level (second predetermined speed), the hydraulic pressure of the hydraulic circuit rises without fail. Therefore, a means (second hydraulic pressure rise determination means) for determining that the hydraulic pressure of the hydraulic circuit has risen when the engine rotation speed has risen to the second predetermined speed is provided, and when the hydraulic circuit has a residual pressure, It is desirable to be able to cope with starting.

In order to detect the engine speed, which is a parameter determined by the prohibiting means and the second hydraulic pressure rise determining means, a rotation speed sensor comprising a pulsar gear and a pickup provided on a crankshaft may be provided. As you can imagine, this adds cost. In order to reduce the cost, it is conceivable to input the engine ignition pulse to an on-board computer and calculate the engine rotation speed from the input time difference of the engine ignition pulse. When only minutes are input and the engine speed rapidly increases, such as when starting from an engine stop state, the engine speed calculated from the input time difference of the engine ignition pulse is considerably lower than the actual engine speed. in this case,
A rotational speed calculated from an input time difference between the first engine ignition pulse and the second engine ignition pulse input after the engine is stopped is set as a provisional speed, and the engine speed increases from the provisional speed to each of the predetermined speeds. To determine when
When the engine is started from a state in which the engine is not completely stopped, the first rotation speed at which the rotation speed starts to increase from the rotation speed calculated from the input time difference between two consecutive engine ignition pulses is set to the provisional speed. By determining the time point at which the engine rotation speed increases to each of the predetermined speeds from the provisional speed, it is possible to improve the discrimination accuracy based on the engine rotation speed in the prohibiting means and the second hydraulic pressure rise determination means. .

Also, in a vehicle provided with a belt-type continuously variable transmission mechanism in which the transmission is located on the input side of a starting clutch and inputs power from an engine via a hydraulically operated forward / reverse switching mechanism, a hydraulic circuit is provided. When there is residual pressure, the forward / reverse switching mechanism is maintained in a state where power can be transmitted, and the drive pulley of the continuously variable transmission rotates when the engine is started. Therefore, when the rotation speed of the drive pulley increases to a predetermined speed, a means for determining that the hydraulic pressure of the hydraulic circuit has risen (third unit)
Hydraulic pressure rise determination means).

In the embodiment described later, the first
The hydraulic pressure command means corresponds to the step of S6 in FIG.
The second oil pressure command means corresponds to the step of S11 in FIG. 3, and the third oil pressure command means corresponds to FIG.
The step of S16, the step of S4-26 in FIG. 4 corresponds to the first hydraulic pressure rise determination means, the step of S4-24 of FIG. 4, corresponds to the inhibition means, the second hydraulic pressure rise S4-3 in FIG. 4 corresponds to the determination means.
The step 2 corresponds to the step S4-31 in FIG. 4 corresponding to the third hydraulic rise determination means.

[0015]

FIG. 1 shows a transmission of a vehicle. This transmission includes an engine 1 and a coupling mechanism 2.
A belt-type continuously variable transmission mechanism 5 disposed between the input shaft 3 and the output shaft 4 connected via a shaft, a forward / reverse switching mechanism 6 disposed on the input side of the continuously variable transmission mechanism 5, and a continuously variable transmission mechanism And a starting clutch 7 composed of a hydraulic clutch disposed on the output side of the starting clutch 5.

The continuously variable transmission mechanism 5 includes a drive pulley 50 supported on the input shaft 3, a driven pulley 51 connected to the output shaft 4 in a non-rotating manner, and a metal V wound around the pulleys 50 and 51. And a belt 52. Each pulley 5
Reference numerals 0 and 51 denote fixed sheaves 50a and 51a, movable sheaves 50b and 51b axially movable with respect to the fixed sheaves 50a and 51a, and a cylinder 50c that presses the movable sheaves 50b and 51b toward the fixed sheaves 50a and 51a. , 5
1c, the cylinder 50 of both pulleys 50 and 51
By appropriately controlling the hydraulic pressure supplied to c and 51c, an appropriate pulley side pressure that does not cause slippage of the belt 52 is generated, the pulley width of both pulleys 50 and 51 is changed, and the winding diameter of the belt 52 is changed. To perform continuously variable transmission.

The forward / reverse switching mechanism 6 includes a sun gear 60 connected to the input shaft 3, a ring gear 61 connected to the drive pulley 50, a carrier 62 supported on the input shaft 1, and a sun gear supported on the carrier 62. A planetary gear 43 that meshes with the input shaft 1 and the ring gear 61;
And a reverse brake 65 to which the carrier 62 can be fixed, and a hydraulically operated planetary gear mechanism. When the forward clutch 64 is engaged, the ring gear 61 rotates integrally with the input shaft 3, and
The drive pulley 60 is driven in the same direction (forward direction) as the input shaft 3. When the reverse brake 65 is engaged,
The ring gear 61 is rotated in a direction opposite to the sun gear 60, and the drive pulley 60 is driven in a direction opposite to the input shaft 3 (reverse direction). Forward clutch 64 and reverse brake 6
When both are released, the power transmission via the forward / reverse switching mechanism 6 is cut off.

The starting clutch 7 is connected to the output shaft 4, and when the clutch 7 is engaged, the engine output shifted by the continuously variable transmission mechanism 5 is transmitted through a gear train 8 on the output side of the starting clutch 7. The driving force is transmitted to the moving mechanism 9, and the driving force is transmitted from the differential mechanism 9 to left and right driving wheels (not shown) of the vehicle. When the starting clutch 7 is released, power cannot be transmitted,
The transmission is in neutral.

Further, an electric motor 10 is directly connected to the engine 1 and performs power assist during acceleration or the like by the electric motor 10, energy recovery during deceleration, and starting of the engine 1. When the vehicle is stopped, the engine 1 is automatically stopped when predetermined conditions are satisfied, for example, when the brake is on, the air conditioner switch is off, and the brake booster negative pressure is equal to or more than a predetermined value, and then the electric motor is turned off when the brake is turned off. The engine 1 is started by 10 to start from the engine stopped state.

The hydraulic pressure of the cylinders 50c and 51c of the pulleys 50 and 51 of the continuously variable transmission mechanism 5, the clutch 64, the reverse brake 65 and the starting clutch 7 is controlled by a hydraulic circuit 11. As shown in FIG. 2, a hydraulic pump 12 driven by the engine 1 is provided in the hydraulic circuit 11. The discharge pressure from the hydraulic pump 12 is adjusted to a predetermined line pressure by a regulator 13, and the line pressure is adjusted. As the source pressure,
Each cylinder 50c of the drive pulley 50 and the driven pulley 51, and thus the 51c hydraulic pressure of (pulley clamping pressure) may divide the first and ₁ second each pressure regulating valve 14, 14 ₂ in tone. Each of the pressure regulating valves 14 ₁ and 14 ₂ is pressed to the left open side by springs 14 _1a and 14 _2a , and is pressed to the right closed side by the pulley side pressure input to the leftmost oil chambers 14 _1b and 142 _b. Have been. Further, a first linear solenoid valve 15 ₁ for the _first pressure regulating valve 14 ₁
When provided with the second linear solenoid valve 15 ₂ of the second pressure regulating valve 14 for _2, each of the pressure regulating valves 14 _1, 14 ₂ at the right end oil chamber 14 _1c,
The output pressure from each linear solenoid valve 15 ₁ , 15 ₂ is input to 14 _2c , and thus the pulley side pressure of the drive pulley 50 and the driven pulley 51 by the first and second linear solenoid valves 15 ₁ , 15 _2. Is controlled.
Further, the first and second linear solenoid valves 15 ₁ , 15 ₂
Of the output pressures, the output pressure on the high pressure side is input to the regulator 13 via the switching valve 16, and the output pressure controls the line pressure so that an appropriate pulley side pressure that does not cause the belt 52 to slip is generated. ing. The first and second respective linear solenoid valves 15 _1, 15 ₂ of the spring 15 _1b, 15 while being pressed toward the leftward open position by _2b, the own output pressure and the solenoid 15 _1a, 15 _2a electromagnetic force and are pressed toward the rightward closed position, the hydraulic pressure as a source pressure modulator pressure (a constant value lower pressure than the line pressure) from a modulator valve 17, it is inversely proportional to the energizing current value of the solenoid 15 _1a, 15 _2a Is output.

[0021] starting clutch 7 is connected to oil passage for supplying a modulated pressure, the third linear solenoid valve 15 ₃ is interposed in this oil passage. Third linear solenoid valve 15 _3, while being pressed toward the rightward closed position by a spring 15 _3b and the hydraulic oil pressure of the starting clutch 7, which is pressed toward the leftward open position by an electromagnetic force of the solenoid 15 _3a, nuclear Te, hydraulic pressure of the starting clutch 7, as source pressure modulator pressure, varies in proportion to the electric current value of the solenoid 15 _3a.

Modulated pressure is supplied to the forward clutch 64 and the reverse brake 65 via the manual valve 18. The manual valve 18 interlocks with a select lever (not shown) for parking "P", reverse "R", neutral "N", normal driving "D", and sporty driving. "S" for low-speed and "L" for low-speed holding can be switched to a total of 5 positions.
At each of the "S" and "L" positions, the modulated pressure is supplied to the forward clutch 64, at the "R" position, the modulated pressure is supplied to the reverse brake 65, and at each of the "N" and "P" positions, the forward clutch 64 is supplied. The supply of the modulated pressure to both the reverse brake 65 and the reverse brake 65 is stopped. Note that the modulation pressure is supplied to the manual valve 18 via the throttle 19.

The first to third linear solenoid valves 15
₁, 15_Two, 15_ThreeIs a controller consisting of an in-vehicle computer.
It is controlled by a roller 20 (see FIG. 1). Controller 2
0 indicates the engine 1 ignition pulse and engine 1 intake
The signal indicating the negative pressure PB and the throttle opening θ and the brake pedal
The signal from the brake switch 21 that detects
Signal and select lever select position
The signal from the position sensor 22 and the drive pulley 5
Speed sensor 23 for detecting a rotation speed of 0₁Signal from
And a speed sensor for detecting the rotation speed of the driven pulley 51.
Sa23_TwoAnd the rotation of the output side of the starting clutch 7
Speed sensor 23 for detecting speed, ie, vehicle speed _ThreeSignal from
And a signal from an oil temperature sensor 24 for detecting the oil temperature of the transmission.
And the controller 20 receives these signals.
Based on the first to third linear solenoid valves 15₁, 1
5_Two, 15_ThreeControl.

When the engine 1 is stopped when the vehicle is stopped, the hydraulic pump 12 serving as a hydraulic pressure source of the hydraulic circuit 11 is also stopped, and the oil is drained from the hydraulic circuit 11. for that reason,
When starting from an engine stopped state, the forward clutch 64
And it takes time for the reverse brake 65 to engage and the forward / reverse switching mechanism 6 to enter the in-gear state in which power is transmitted,
If the starting clutch 7 is engaged before the in-gear, the power is suddenly transmitted to the drive wheels of the vehicle by the in-gear of the forward / reverse switching mechanism 6, and a shock is generated. Therefore, when the forward / reverse switching mechanism 6 is in the in-gear state, it is desirable to switch the control mode of the starting clutch 7 from the starting transient mode in which the ineffective stroke of the starting clutch 7 is reduced to the running mode in which the engaging force of the starting clutch 7 is increased. It is. Further, in order to improve the start response, in the start transient mode, the hydraulic pressure of the start clutch 7 is transmitted to a creep pressure that causes the vehicle to creep (a torque greater than the inertia of the vehicle is transmitted while the start clutch 7 slips). It is desired to increase the pressure up to the hydraulic pressure to obtain a standby pressure, but the third linear solenoid valve 15 ₃
Command value PSCCMD of start clutch 7 to be controlled by
Is set to creep pressure from the beginning of the start, the hydraulic pressure of the hydraulic circuit 11 is not at the beginning of the start, so the third linear solenoid valve 15
₃ is fully opened without receiving hydraulic pressure toward the closing side, and when the hydraulic pressure rises, the hydraulic pressure of the starting clutch 7 overshoots to a value exceeding the creep pressure, and a shock occurs. If the hydraulic pressure of the starting clutch 7 rises to the creep pressure before the pulley side pressure rises, a load corresponding to the inertia of the vehicle acts on the driven pulley 51 via the starting clutch 7 and the belt 52 slips due to insufficient side pressure. Resulting in.

In consideration of the above points, the starting clutch 7 is controlled in accordance with the program shown in FIG. This control is executed at predetermined time intervals, for example, at intervals of 10 msec.
It is determined whether or not the flag F1 is set to "1" in the step (1). F1 is initially reset to "0", so that the determination in step S1 is "NO" and the process proceeds to step S2, where the timer value YTM1 is searched. YTM1 is set so as to be longer as the oil temperature is lower as shown in FIG. 6 in consideration of the oil pressure step-up response delay, and is determined according to the current oil temperature from the YTM1 data table using the oil temperature as a parameter. The value of YTM1 is searched. When the oil temperature is equal to or higher than the normal temperature, YTM1 is 50 msec.
It is set to about c. Next, after setting the remaining time TM1 of the first timer of the subtraction type to YTM1 in step S3, the process proceeds to step S4 to perform a hydraulic pressure rise determination process.

The details of the hydraulic pressure rise determination process are as shown in FIG. 4. In the steps S4-1, S4-2, and S4-3, whether the flags F2, F3, and F4 are set to "1" is determined. Is determined. Since F2, F3, and F4 are initially reset to "0", the process proceeds to step S4-4 to determine whether the flag F5 is set to "1". F5 is a flag created in a subroutine, and is set to "1" if at least one ignition pulse is input within a predetermined time (for example, 500 msec), and when no ignition pulse is input, that is, the engine 1 Is reset to "0" when it can be determined that is completely stopped. If F5 = 0, F4 is performed in step S4-5.
Is set to “1”, and the process proceeds to step S4-6. From the next time, the process directly proceeds from the step S4-3 to the step S4-6.

In step S4-6, it is determined whether or not the rotational speed NE2PLS of the engine 1 calculated from the input time difference between two consecutive ignition pulses is greater than zero. The calculation of NE2PSL is performed in a subroutine. The determination of “YES” in the step S4-6 is based on NE2 calculated from the input time difference between the first ignition pulse and the second ignition pulse input after the engine is stopped.
This is when PLS becomes larger than zero. And S4
If "YES" is determined in the step -6, S4-7.
To step S4-8, a search is made for a timer value YTMNE1 that determines the point in time at which the engine speed NE increases to a first predetermined speed YNE1 (for example, 500 rpm).
Then, a timer value YTMNE2 for determining a time point at which the engine speed NE increases to a second predetermined speed YNE2 (for example, 900 rpm) is searched. YTMNE
1, YTMNE2, as shown in FIGS.
It is set to be shorter as NE2PLS becomes larger. Referring to FIG. 7C, t1 is the input time of the first ignition pulse, t2 is the input time of the second ignition pulse, and the rotation speed NE2PLS calculated from the input time difference between the two ignition pulses is Although it is considerably lower than the actual engine speed NE at the time, the time required from the time t2 until the engine speed NE rises to each of the predetermined speeds YNE1 and YNE2 is determined with great accuracy from NE2PLS. And based on this principle, Y
TMNE1 and YTMNE2 are set.

When the engine 1 is started before the engine 1 is completely stopped, F5 = 1, so that the process proceeds from the step S4-4 to the step S4-9 and the flag F6 is set to "1". It is determined whether or not it is set. F6 is initially reset to "0", so that the determination in step S4-9 is "NO" and the process proceeds to step S4-10, where the engine speed NE obtained as a plurality of average values of NE2PLS is determined. Is a predetermined speed YNE (for example, 50
0 rpm) or less. If NE ≦ YNE, F6 is set to “1” in step S4-11, and the flow advances to step S14-12. From next time, S4
The process proceeds directly from step -9 to step S4-12.
In step S4-12, it is determined whether the current value of NE2PLS has become larger than the previous value NE2PLS1. The determination of "YES" in the step S4-12 is made when NE2PLS starts to rise for the first time after the start. Then, if "YES" is determined in the step S4-12, in the steps S4-13 and S4-14, the current NE2PLS is used as a parameter to make YTMNE1, YT
Search for MNE2. The YTMNE1 and YTMNE2 searched in S4-13 and S4-14 are shown in FIG.
As shown by the dotted line in (B), it is set to be shorter than the solid lines YTMNE1 and YTMNE2 searched in steps S4-7 and S4-8.

If "NO" is determined in the step S4-10, YTMNE1 and YTMNE2 are set to zero in the steps S4-15 and S4-16. As described above, when the search for YTMNE1 and YTMNE2 is completed, the first subtraction expression is performed in steps S4-17 and S4-18.
And the remaining time TMNE1, T of the second NE determination timer
MNE2 is set to YTMNE1 and YTMNE2, respectively, and then the flag F3 is set to "1" in step S4-19.
After that, the process proceeds to step S4-20. From the next time, the process proceeds directly from step S4-2 to step S4-20.

[0030] In the S4-20 steps, calculates a change amount ΔIACT the effective current value IACT has been energized to the third linear solenoid valve 15 ₃ of the solenoid 15 _{3 a.} Δ
The IACT is calculated, for example, as the difference between the current IACT detection value and the average value of the IACTs detected three to five times before. After calculating ΔIACT, next, S4-21
It is determined whether or not the flag F7 has been set to "1" in the step (1). F7 is initially reset to "0", so that the process proceeds to step S4-22, where ΔIA
The absolute value of CT is a predetermined value YΔIACT1 (for example, 3.1 m
A) It is determined whether or not the following has occurred. In starting from the engine stop state, the oil pressure command value PSCCMD rises from zero, the energization of the solenoid 15 _3a is started, so that the target current value IACT corresponds to PSCCMD IAC
Feedback control of T is performed. Therefore, IAC
| ΔIACT |> YΔ until T stabilizes at the target current value
IACT1. And | ΔIACT | ≦ YΔIA
When CT1 is reached, that is, when it is determined that IACT has stabilized at the target current value, F7 is determined in step S4-23.
Is set to “1” and the process proceeds to step S4-24. From the next time, the process directly proceeds from the step S4-21 to the step S4-24.

In step S4-24, it is determined whether the remaining time TMNE1 of the first NE determination timer has become zero.
That is, when the engine speed NE is equal to the first predetermined speed YNE1
Is determined (see FIG. 7C). If the result of this determination is "YES", it is determined in step S4-25 whether the remaining time TM2 of the second timer of the subtraction type has become zero. TM2 is set to a predetermined time YTM2 at the beginning of the start from the engine stopped state. Then, when YTM2 has elapsed from the start of the start and TM2 = 0, it is determined whether or not ΔIACT has become equal to or more than a predetermined value YΔIACT2 (for example, 12.4 mA) in step S4-26.

Here, the hydraulic circuit 11
Of when starting from a state in which hydraulic pressure is lost, where hydraulic pressure in the hydraulic circuit 11 has risen standing, the third linear solenoid valve 15 ₃ is returned to the closing side that has been fully opened, the counter electromotive force in the solenoid 15 _3a is Occurs and IACT increases accordingly. Therefore, whether or not the hydraulic pressure of the hydraulic circuit 11 has risen can be determined based on whether or not ΔIACT ≧ YΔIACT2. It should be noted that a counter electromotive force is generated due to a change in hydraulic pressure during a transition period of hydraulic pressure rise, and ΔIACT ≧ YΔI
It may be ACT2. Therefore, in order to prevent the erroneous determination of the hydraulic pressure rise, in the present embodiment, step S4-24 is provided, and until TMNE1 = 0, that is, until the engine rotational speed NE increases to the first predetermined speed YNE1. , S4-26, that is, ΔIAC
The determination of the hydraulic pressure rise based on T is not performed. The reason why the step S4-25 is provided will be described later in detail.

When ΔIACT ≧ YΔIACT2, S
After setting the flag F8 to "1" in the step 4-27, it is determined whether or not the flag F3 is set to "1" in a step S4-28. If F3 = 1 in the setting process in step S4-19, S4-29
It is determined whether or not the flag F8 is set to "1" in the step (1). If F8 = 1 in the setting process in step S4-27, the mode value ISMOD is set to "01" in step S4-30.

If F8 is not set to "1",
In step S4-31, the rotation speed NDR of the drive pulley 50 is set to the first predetermined speed YNDR1 (for example, 500 rpm
m) or not, and NDR <YND
If R1, it is determined in step S4-32 whether the remaining time TMNE2 of the second NE determination timer has become zero, that is, whether the engine rotational speed NE has increased to the second predetermined speed YNE2. It is determined (see FIG. 7C). When NDR ≧ YNDR1 or TMNE2 = 0, it is determined whether or not TM2 = 0 in step S4-33. When TM2 = 0, the mode value ISMOD is determined in step S4-34. Is set to “02”. S
When the setting process is performed in step 4-30 or S4-34, the flag F2 is set to "1" in step S4-35, and the subsequent hydraulic pressure rise determination process is stopped.

Here, when the vehicle is started from a state in which the hydraulic pressure of the hydraulic circuit 11 is lost, ΔIACT as described above, that is, the solenoid 15 _{3a of} the third linear solenoid valve 15 ₃
Of can determine the hydraulic pressure rise based on the counter electromotive force, when starting in a state in which the residual pressure is present in the hydraulic circuit 11, the third linear solenoid valve 15 ₃ is not full open, opposite the rise of the hydraulic solenoid 15 _3a It cannot be determined based on the electromotive force. By the way, when the engine 1 is started, the drive pulley 50 is driven by the forward clutch 64 and the reverse brake 65.
When the refueling of the drive pulley 50 is started, it starts to rotate by power transmission via the forward / reverse switching mechanism 6, and when the rotation speed NDR of the drive pulley 50 increases to YNDR1, the hydraulic pressure of the hydraulic circuit 11 also rises. Can be determined to be. Therefore, in the present embodiment, the determination of the hydraulic pressure rise based on the rotation speed NDR of the drive pulley 50 is performed in step S4-31. Note that the rise of the hydraulic pressure of the forward clutch 64 and the reverse brake 65 is delayed, and the range of the transmission is "N".
When the range is switched to the non-traveling range of “P”, NDR ≧ YNDR1 may not be satisfied even though the hydraulic pressure is rising. Therefore, in the present embodiment, step S4-32 is provided, and the determination of the hydraulic pressure rise based on the engine speed NE is also performed.

Referring to FIG. 3, after performing the hydraulic pressure rise determination processing in step S4 as described above, it is next determined in step S5 whether flag F2 is set to "1". Until F2 = 1, that is, the hydraulic circuit 11
Until the hydraulic pressure rises, the process proceeds to step S6 to set the hydraulic pressure command value PSCCMD to the initial pressure PSC lower than the creep pressure.
A, and the remaining time TM3 of the subtraction type third timer is set to a predetermined time YTM3 (for example, 50) in step S7.
0 msec). Note that the initial pressure PSCA is set to be approximately equal to the set load of the return spring 7a of the starting clutch 7, and even if the hydraulic pressure applied to the starting clutch 7 rises to the initial pressure PSCA, the starting stroke of the starting clutch 7 is barely reduced. No engagement force is generated simply by entering the state. Therefore, even if the hydraulic pressure of the starting clutch 7 overshoots when the hydraulic pressure of the hydraulic circuit 11 rises, the starting clutch 7
Are not strongly engaged and no shock occurs.

The YTM 2 is provided with a drive pulley 5
The time is set to, for example, 200 msec in consideration of the time required for the pulley side pressure to rise when oil is supplied to the cylinders 50c and 51c of the driven pulley 51. Until YTM2 elapses from the start of starting, S4
Since the flag F2 is prohibited from being set to "1" by the determination processing in the step of -25 or S4-33, the hydraulic pressure command value PSCCMD is held at the initial pressure PSCA. Therefore, the starting clutch 7 before the pulley side pressure rises.
Can prevent the belt 52 from slipping.

When the hydraulic pressure of the hydraulic circuit 11 rises and the flag F2
Is set to "1", the process proceeds to step S8 to perform a data set process. Details of this data set processing are as shown in FIG. To explain this in detail, S8-1,
In step S8-2, an invalid stroke filling pressure addition value PSCB and a creep pressure addition value PSCC are respectively searched. PSCB and PSCC are set so as to become higher as the oil temperature becomes lower, in consideration of a delay in response to an increase in hydraulic pressure.
PSCB, PSCC corresponding to the current oil temperature from the PSCB, PSCC data table with oil temperature as a parameter
Search for the value of.

Next, in step S8-3, the mode value IS
Determine whether MOD is set to "01",
If ISMOD = 1, go to step S8-4,
The invalid stroke filling pressure pre-addition value PSCBa which is set in advance to a predetermined value is rewritten to zero, and the invalid stroke filling pressure end determination timer value YTM3B and the creep pressure start determination timer value YTM3C are respectively set to a first set value Y.
TM3B1 (for example, 420 msec), YTM3C1
(For example, 400 msec). If ISMOD is set to "02", the process proceeds to step S8-5, where YTM3B and YTM3C are respectively set to the second set values YTM3B2 (for example, 470 msec) and YTM3C2.
(For example, 450 msec).

Referring to FIG. 3, after performing the data setting process in step S8 as described above, the process proceeds to step S9, where the remaining time TM3 of the third timer is set to a predetermined set time YTM3A ( 490 msec) or more, that is, the elapsed time from the hydraulic pressure rise time is YTM
It is determined whether it is within 3-YTM3A. And
If TM3 ≧ YTM3A, the hydraulic pressure command value PSCCMD is set to PSCA in step S10 by setting PSCB and PSCBa.
Set to the value obtained by adding. If TM3 <YTM3A, it is determined in step S11 whether TM3 is equal to or greater than YTM3B, that is, the elapsed time from the hydraulic pressure rise time is equal to YTM3.
3-YTM3B is determined, and TM3 ≧ Y
If it is TM3B, in step S12, the hydraulic pressure command value PS
CCMD is set to a value obtained by adding PSCB to PSCA. If TM3 <YTM3B, it is determined in step S13 whether or not TM3 is equal to or greater than YTM3C, that is, whether or not the elapsed time from the hydraulic pressure rise time is within YTM3-YTM3C, and if TM3 ≧ YTM3C. , S1
In step 4, the hydraulic pressure command value PSCCMD is changed to PSCA.
A value obtained by subtracting a pre-creep pressure subtraction value PSCCa set in advance to a predetermined value from the value obtained by adding SCC is set. If TM3 <YTM3C, the flag F1 is set to "1" in step S15, and the hydraulic pressure command value PSCCMD is set to a value obtained by adding PSCC to PSCA in step S16. From the next time, “YES” is determined in the step S1, and the process proceeds to the step S17.
It is determined whether or not the remaining time TM1 of the timer has become zero, that is, whether or not the elapsed time from when the hydraulic pressure command value PSCCMD is set to PSCA + PSCC has reached YTM1. Then, when TM1 = 0, it is determined in step S19 whether or not the range of the transmission is "N" or "P", and the range is a running range other than "N" or "P". If it is, it is determined whether or not the flag F9 is set to "1" in step S19. Flag F
9 is initially reset to "0", so S1
It is determined as “NO” in the step 9 and the process proceeds to a step S20 to determine whether or not the rotation speed NDR of the drive pulley 50 has become equal to or higher than a second predetermined speed YNDR2. T
M1 ≠ 0, “N”, “P” range,
If NDR <YNDR2, the remaining time TM4 of the subtraction type fourth timer is set to a predetermined time YTM4 in step S21, and then the process proceeds to step S16, where the hydraulic pressure command value P
SCCMD is maintained at PSCA + PSCC.

Here, the PSCC sets this to the initial value PSC
The value added to A is set to be the creep pressure, and PSCB is set to a value larger than PSCC. Hydraulic rising in counter-electromotive force of the solenoid 15 _3a is determined, when the ISMOD is set to "01",
Since PSCBa is rewritten to zero as described above, FIG.
As shown in the figure, the oil pressure command value PSCCMD is changed from PSCA until the time of YTM3-YTM3B (= YTM3B1) elapses from the oil pressure rise judgment time (the time when F2 = 1).
The value of + PSCB, that is, the invalid stroke filling pressure higher than the creep pressure, is maintained. During this time, the actual hydraulic pressure PSC of the starting clutch 7 rises with good responsiveness toward the creep pressure while filling the invalid stroke. If the elapsed time from the hydraulic pressure rise determination time exceeds YTM3-YTM3B, the elapsed time becomes YTM3-YTM3C (= YTM3C1).
PSCCMD is the value of PSCA + PSCC-PSCCa,
That is, the pressure is switched to a value lower than the creep pressure, and when the elapsed time exceeds YTM3-YTM3C, PSCCMD
Is switched to the value of PSCA + PSCC, that is, the creep pressure. As described above, when the PSCCMD is switched from the invalid stroke filling pressure to the creep pressure, the PSCCMD is temporarily stopped.
By the MD below creeping pressure, consisting of a current value effective current value IACT of the solenoid 15 _3a corresponds to the ineffective stroke filling pressure be lowered good response to a current value corresponding to the creeping pressure. Then, the actual hydraulic pressure PSC of the starting clutch 7 is increased to the creep pressure without overshooting before the lapse of YTM1 from the time point when the PSCCMD is switched to the creep pressure.

When the rise of the hydraulic pressure is determined based on the rotational speed NDR of the drive pulley 50 and the engine rotational speed NE, and ISMOD is set to "02", FIG.
As shown in FIG.
PSCCMD is PSCA until M3-YTM3A
+ PSCB + PSCBa, that is, a value higher than the invalid stroke filling pressure, and the elapsed time is YTM3-Y
After exceeding TM3A, PSCCMD becomes PSCA +
The value is switched to the value of PSCB, that is, the invalid stroke filling pressure. As described above, when the PSCCMD is switched from the initial pressure PSCA to the invalid stroke filling pressure, the PSCCMD is temporarily
By higher than the ineffective stroke pressure of CMD, effective current value IACT of the solenoid 15 _3a increases good response to a current value corresponding to the invalid stroke filling pressure from the current value corresponding to the initial pressure. Incidentally, when the ISMOD is set to "01", the effective current value IAC of the solenoid 15 _3a
Since T is increasing with the back electromotive force, it is not necessary to make PSCCMD higher than the invalid stroke pressure in order to improve the response of IACT. Elapsed time from hydraulic pressure rise determination time is YTM
When 3-YTM3B (= YTM3B2) is exceeded, PSCCMD is switched to a value of PSCA + PSCC-PSCCa, that is, a value lower than creep pressure, and then a value of PSCA + PSCC until the elapsed time reaches YTM3-YTM3C (= YTM3C2). That is, the pressure is switched to the creep pressure. Here, ISMOD is set to "02" when there is residual pressure in the hydraulic circuit 11, and the actual oil pressure PSC of the starting clutch 7 rises with relatively high responsiveness.
Set YTM3B2 larger than YTM3B1 and set PS
The time that the CCMD is maintained at the invalid stroke filling pressure is shortened.

Until the forward / reverse switching mechanism 6 is brought into the in-gear state, the PSCCMD is maintained at the creep pressure to prevent the occurrence of a shock due to a sudden rise in the driving torque of the driving wheels of the vehicle at the time of the in-gear. Here, whether the forward / reverse switching mechanism 6 is in the in-gear state is determined by the engine speed NE.
Can be determined based on whether or not the difference between the rotation speed NDR of the drive pulley 50 and the rotation speed NDR of the drive pulley 50 is equal to or less than a predetermined value. However, when the vehicle is started from the engine stopped state, the engine rotation speed sharply increases. , The calculated NE becomes considerably lower than the actual NE, and the in-gear determination is delayed. Therefore, in the present embodiment, in-gear determination based on only the rotation speed NDR of the drive pulley 50 is performed. That is, as described above, S2
In step 0, the rotation speed NDR of the drive pulley 50 is the second predetermined speed YNDR2 which is a reference for in-gear determination.
(For example, 700 rpm) or not,
When NDR ≧ YNDR2, the forward / reverse switching mechanism 6
Is determined to be in the in-gear state, the flag F9 is set to "1" at step S22, and the process proceeds to steps after S23, where the control mode of the starting clutch 7 is switched from the starting transient mode to the running mode. Like that.

In the traveling mode, first, in step S23, the normal oil pressure PSCN of the starting clutch 7 corresponding to the engine speed NE is calculated, and then, in step S24, P
It is determined whether or not the SCN is equal to or greater than the averaging limit value PSCLMT. If PSCN ≧ PSCLMT, it is determined in step S25 whether the remaining time TM4 of the fourth timer is zero, that is, whether the elapsed time from the in-gear determination time (the time when F9 = 1) is equal to or longer than YTM4. And T
If M4 = 0, in step S26, the plus side hydraulic pressure change limit value ΔPLMT per operation is changed to the normal smoothing value YΔ
PLMTN (for example, 0.5 kg / cm ² ) and T
If M4 ≠ 0, ΔPLMT is set to Y in step S27.
A value YΔPLMTS smaller than ΔPLMTN (for example, 0.
25 kg / cm ² ). Next, in step S28, the absolute value of the deviation between PSCN and PSCLMT is ΔPL
It is determined whether or not it is not less than MT, and if it is not less than ΔPLMT, in step S29, PSCLMT is set to the previous value by ΔPLMT.
If the value is less than ΔPLMT, PSCLMT is rewritten to PSCN in step S30. If PSCN <PSCLMT, S3
In step 1, the absolute value of the deviation between PSCN and PSCLMT is a predetermined oil pressure change limit value ΔPLMTM on the negative side.
(For example, 0.5 kg / cm ² ) or more, and if it is ΔPLMTM or more, P is determined in step S32.
SCLMT is rewritten to a value obtained by subtracting $ PLMTM from the previous value. If less than $ PLMTM, PSCLMT is rewritten to PSCN in step S30 as described above. Then, in step S33, the hydraulic pressure command value PSCCMD is set to P.
Set to SCLMT.

Thus, the YTM4
After the elapse of, the increase amount of the hydraulic pressure command value PSCCMD per one time becomes the normal smoothing value Y △ PLMTN.
Until 4 elapses, the increment per PSCCMD is limited to Y に PLMS, which is smaller than the normal lie value,
PSCCMD, that is, the speed at which the hydraulic pressure of the starting clutch 7 is raised is limited to a relatively low speed.

By the way, in order to improve the durability of the belt 52 and reduce the friction loss, the pulley side pressure should not be made unnecessarily greater than the transmission torque at that time. Therefore, in the start transient mode, the pulley side pressure is set to a relatively low pressure, and the pulley side pressure is increased in accordance with an increase in the hydraulic pressure of the start clutch 7 by switching to the traveling mode. However, even at the time of switching to the driving mode, the hydraulic pressure of the hydraulic circuit 11 may not be completely increased to the line pressure. If the hydraulic pressure of the starting clutch 7 is increased, the increase of the pulley side pressure is delayed. The belt 52 may slip. The YTM 4 is set to, for example, 90 msec in accordance with the time when there is a possibility that such a pull-up side pressure increase delay may occur. During this time, by suppressing the pressure increase speed of the starting clutch 7 low, the slip of the belt 52 is reduced. Is prevented.

The embodiment in which the present invention is applied to the control of the starting clutch of the automatic transmission having the continuously variable transmission mechanism 5 has been described above. The control of the starting clutch of the manual transmission mounted on a two-pedal vehicle having no clutch pedal has been described. The present invention can be similarly applied to the present invention.

[0048]

As is clear from the above description, according to the present invention, when starting from an engine stopped state, when the hydraulic pressure of the hydraulic circuit rises, the hydraulic pressure of the starting clutch overshoots beyond the creep pressure and a shock occurs. In addition, the hydraulic pressure of the starting clutch can be raised to the creep pressure with good responsiveness, and starting from the engine stopped state can be smoothly performed with good responsiveness.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing an example of a transmission having a starting clutch controlled by the device of the present invention.

FIG. 2 is a diagram showing a hydraulic circuit of the transmission shown in FIG. 1;

FIG. 3 is a flowchart showing a control program of a starting clutch when starting from an engine stopped state.

FIG. 4 is a flowchart showing processing contents in step S4 of the control program in FIG. 3;

FIG. 5 is a flowchart showing processing contents in step S8 of the control program in FIG. 3;

FIG. 6 is a graph showing a YTM1 data table used for a search in step S2 of the control program in FIG. 3;

FIG. 7A is a graph showing a YTMNE1 data table used for the search in step S4-7 in FIG. 4;
(B) YT used for search in step S4-8 in FIG.
Graph showing the data table of MNE2, (C) YTM
A graph showing the principle of estimating the engine rotational speed NE by NE1, YTMNE2.

FIG. 8 is a time chart showing changes in the hydraulic pressure command value PSCCMD, the effective current value IACT of the solenoid, and the actual hydraulic pressure PSC of the starting clutch when there is no residual pressure in the hydraulic circuit.

FIG. 9 is a time chart showing changes in the hydraulic pressure command value PSCCMD, the solenoid effective current value IACT, and the actual hydraulic pressure PSC of the starting clutch when there is residual pressure in the hydraulic circuit.

[Description of Signs] 1 Engine 5 Continuously Variable Transmission Mechanism 50 Drive Pulley 7 Start Clutch 11 Hydraulic Circuit 12 Hydraulic Pump 15 ₃ Linear Solenoid Valve for Start Clutch 15 _3a Solenoid 20 Controller

Continued on front page F-term (reference) 3D041 AA59 AA66 AB01 AC01 AC07 AC20 AD01 AD02 AD04 AD05 AD17 AD30 AD31 AD41 AE02 AE19 AE22 AE39 AF00 AF01 3G093 AA06 BA02 BA14 BA21 BA22 CA02 CA04 CB05 DA00 DA01 DA03 DA06 DB00 DB01 DB15 DB02 EC04 FA04 FA11 FA12 FB00 3J057 AA04 BB04 GA21 GB03 GB04 GB13 GB14 GB23 GB27 GB30 GB36 GC06 GC08 GD01 GE13

Claims (7)

[Claims] 1. A start-up clutch control device comprising a hydraulic clutch provided in a transmission of an idle-stop vehicle which automatically stops an engine under a predetermined condition when the vehicle is stopped, comprising a hydraulic pump driven by the engine. The hydraulic pressure of the starting clutch is controlled by a linear solenoid valve provided in a hydraulic circuit having a hydraulic pressure source. When starting from an engine stopped state, the hydraulic pressure should be controlled by the linear solenoid valve until the hydraulic pressure of the hydraulic circuit rises. First hydraulic pressure command means for setting the command value of the hydraulic pressure of the starting clutch to a predetermined initial pressure lower than the creep pressure causing creep of the vehicle; and, after the hydraulic pressure of the hydraulic circuit has risen, the hydraulic pressure of the starting clutch is creeped. A second hydraulic pressure command for setting the command value to a predetermined invalid stroke filling pressure higher than the creep pressure for a predetermined period until the pressure rises And a third hydraulic pressure command means for setting the command value to creep pressure after the lapse of the predetermined time period. 2. The apparatus according to claim 1, further comprising a first hydraulic pressure rise determining means for determining a rise in hydraulic pressure of the hydraulic circuit based on a back electromotive force generated in a solenoid of the linear solenoid valve. Control device for starting clutch in idle stopped vehicle. 3. The vehicle according to claim 2, further comprising a prohibition unit that prohibits the determination by the first determination unit until the engine rotation speed increases to a first predetermined speed. Control device for clutch. 4. A hydraulic pressure rise determining means for determining that the hydraulic pressure of the hydraulic circuit has risen when the engine rotation speed rises to a second predetermined speed. 3. The control device for a starting clutch in an idle stopped vehicle according to claim 1. 5. A rotational speed calculated from an input time difference between a first engine ignition pulse and a second engine ignition pulse input after the engine is stopped is a provisional speed, and the engine speed is calculated from the provisional speed. 5. The starting clutch control device according to claim 3, wherein a time point at which the vehicle speed rises to each predetermined speed is determined. 6. When the engine is started from a state where it is not completely stopped, the first rotation speed at which the rotation speed starts to increase among the rotation speeds calculated from the input time difference between two consecutive engine ignition pulses is determined. 5. The control device according to claim 3, wherein a time point at which the engine speed increases to each of the predetermined speeds is determined from the provisional speed. 7. When the rotation speed of the drive pulley of the belt-type continuously variable transmission mechanism provided at the input side of the starting clutch in the transmission is increased to a predetermined speed, the hydraulic pressure of the hydraulic circuit rises. 7. The starting clutch control device for an idle stopped vehicle according to claim 2, further comprising a third hydraulic pressure rise determining means for determining.